Steve Skinner

Yes increased tit and egt. because of the high power I didn’t really notice rough running like you would with a mag check. i didn’t think to do one at the time - more interested in keeping the engine in the safe range and getting home - 200 miles out in the sticks when it happened. Happened to me same same faulty mag. when 1 dropped I got exactly your experience. It was an intermittent fault

Happened to me same same faulty mag. when 1 dropped I got exactly your experience. It was an intermittent fault

These are great numbers. I certainly understand the link between ignition timing and CHT - been there also. I find at 34-24 and above F170 I’m looking at closing in on 400. I need to reduce climb to below 500 ft/m to keep below 400. My airplane was rebaffled 10 yrs ago and still in perfect condition. I do live in Queensland Australia where only in the dead of winter (or thunderstorms) do we find OAT much less than zero. Sent from my iPhone using Tapatalk

I see your numbers are for a pretty warm day. i cruise climb at 34 24 130 knots which usually yields 900 - 600 ft/min as climb progresses. full throttle climbs would yield the numbers suggested on such a hot day. Obviously you have a similar personal limit of cht. Mine is 400. i just adjust IAS to accommodate. Sent from my iPhone using Tapatalk

I fly between 10k and FL19 dependent on wind and distance. Almost always 100 deg ROP is 1600 TIT. Head wind 31/2400 (20g/hr) tail wind 30/2200 (18 g/hr) If I can’t maintain less than 200 deg oil temp and cyl less than 400 I’ll first trail cowl flaps then add fuel or reduce mp. It has to be very hot OAT to do more than trail flaps. 1st engine went to TBO with good compressions. 2nd life at 1/2 life with no issues (except turbo replacement @ 1/2 life) To add always cruise climb at 34/24 or 35/25 and decent at 28/20 peak tit. It doesn’t take much of a timing issue to increase temps dramatically in a Bravo. I’d be getting it checked by a different technician. Sent from my iPhone using Tapatalk

Hi I’m a Bravo owner with 1400 hrs Bravo experience. To my mind at those numbers and low altitude you should be quite a bit cooler egt’s - 360-370. So either timing is out or cooling shroud needs some work. I would be happier increasing to 100 rop and increasing Tit to 1600 to get the same fuel flow. 0-50 Rop is known as the red box and allegedly bad for your engine although that said less than 75% power any setting should be ok. if you were trying to run these numbers with your engine at 18000’ your oil temp and cht would be off the chart as there is less cooling there. Your oil temp should never be that high st such a low altitude- I would suggest get a good A&P to re cowl your engine and check the timing

1750 tit max on the M model but I have a personal max of 1600 in cruise but fly peak on decent 29” 2000 which often yields 1650 or better. i agree warning on Jpi is set too high. Climb out for me is 35 2500 full rich gives me about 1550 tit and 24-25 gph. cruise at 31 2400 or 31 2200 wind dependent 100 rop usually yields around 1600 tit. And 18 gph.

Just to add if you’re not bored yet The M model is 28” 2000 700’ /min and peak tit giving about 12g/h at 170 knots indicated. I’ll hit the speed brakes just before entering potentially bumpy cloud. Lower again once thru and hold amp & rpm till pattern. Sent from my iPhone using Tapatalk

My last turbo went 1300 hrs so I think Ive been ripped off. I responded on this topic because of the original question asked. Ive always added pireps where possible to increase the knowledge of others that might find themselves in this position. I agree in hindsight I should have landed for at least a review of the engine.

Mitigating circumstances are: I generally climb at 35” 2500 and saw no issues till I glanced at the MP and it was at 34” and looked to be dropping as I climbed further. It was only sudden as in I didn’t see it happen. I’d had issues with the density controller and assumed that was the issue but a small exhaust gas leak was in the back of my mind. At 17000 I was maintaining 35” with normal throttle so I elected to continue at 30” 2200 with no issues. The turbo failure at less than 800 hrs is well before a half life rebuild. In hindsight I agree with you knowing what actually occurred I should have been on the ground sooner rather than continuing.

So now at 800 hrs I require a turbo Repair/Replacement. Last flight I had a sudden drop in manifold pressure. Going thru 18000 I dropped an inch or so and descended to 17000 for the balance of the flight On inspection the center of the turbo let go. So once off you can twist the hot and cold side. There was exhaust gas everywhere. Luckily all contained Sent from my iPhone using Tapatalk

WOT on take off is 27 gph. Cruise climb 34/2400 is 24 gph Shadin and TXI Eis match Sent from my iPad using Tapatalk

This looks terrific. I bet it flys like an Airline. Garmin should reimburse you for an all Garmin panel. (Except for the engine monitor) Congratulations Don Sent from my iPad using Tapatalk

Morning, This data is in the pilots log of Garmin Pilot when you have a G500TXI with EIS and a Fs510. It logs every flight for logbook purposes including route alt and engine data. Also have a permanent IPad mini set up on co-pilot side that depicts the eis data page on the txi. Sent from my iPad using Tapatalk

I thought your cht’s were in the ballpark. This Bravo has 1100 hrs. Since zero timed. Last engine went to TBO. I've got gami’s that probably should be rebalanced but the attachment shows how close the egt’s are having just reached peak and on the way back to 100 rop. Generally my no.4 is the hottest at cruise also has the highest egt by a small amount. Second attachment is cruise. Second shot if I can at